P l e a s e n o t e : t h i s i s a t e x t - o n l y v e r s i o n o f t h e F a c t o r y F i v e
R a c i n g I n f o . P a c k – a v a i l a b l e f o r q u i c k e r d o w n l o a d a n d p r i n t i n g .
P l e a s e c o n t a c t u s ( 5 0 8 2 9 1 3 4 4 3 ) f o r t h e a c t u a l p a c k a g e .
Factory Five Racing Philosophy
like televisions, camcorders, and home appliances.
“The world is moving so fast these days that the man who says it can’t Technology has consistently delivered more value and a
be done is usually interrupted by someone who is doing it.”
lower price. The same general principles ought to apply to
Emmerson
kit cars.
We are car guys. We eat, sleep, and dream about cars.
Our company, Factory Five Racing, is the result of this By using new CAD/CAM technology, we have been able
shared obsession. As you‟ll soon find, we are a very to reduce the costs of manufacturing while improving the
different sort of company. accuracy, strength and finish of the product. “You get
what you pay for” is yesterday‟s thinking. Welcome to the
Imagine for a moment that you can build the perfect 21st century where technology and innovation are the keys
company. Build a place where skill, hard work, honesty to getting more quality for less money.
and teamwork aren't just things they write on motivational
t-shirts and coffee mugs. Get rid of important sounding We‟ve put together this information package to help you
titles and managers and corner offices and salesmen who understand what we do and why, to clearly describe our
live for fat commission checks. cars, and to provide you with the information you need to
make the important decision about where you‟ll spend your
Hire instead, engineers, professionals, craftsmen and hard earned money.
people who are driven by doing what they love, not what
will make them the most money. Share the ownership and We believe that to build and drive one of these cars is to
profits of the company with every single team member. take part in a truly American heritage. It goes back in time
Establish business principles that reflect your own personal to great Americans like Miller, Shelby, Gurney, Brock,
ethics. Build a company where every day you do Bondurant, Miles and Cunningham. People who, with
something better and where everyone reports to one ingenuity and hard work, built and drove machines that
person, the customer. Build a company where everyone is made the rest of the world stop and take notice. If you buy
committed to success and yet understands the obligations a component car kit, we hope you buy it from us, but
that come along with it. regardless of where you buy, we are proud to share this
heritage with you and look forward to seeing you at the
These are the ideas and principles that drive Factory Five next red light.
Racing. We have a lot of fun here, but we also take our
jobs very seriously. We are all committed to engineering
cars that are faithful to the spirit of the legendary vintage
racecars of the 60‟s. We also use today‟s technology to
incorporate the reliability and performance of modern cars
and to do so at a price that ordinary people can afford. David Smith Mark Smith
Long ago we realized there were plenty of folks like us,
who had the skill and desire to build their own car, but
couldn‟t afford a $50,000 project, and didn‟t want to settle
for a low quality kit pushed by some telephone salesman.
Back in 1989, my brother and I began searching for the
next generation 427 roadster, one that had the quality and
performance of a world class supercar, the reliability and
ease of maintenance of a modern sports car, and the
period-correct authenticity of the originals. We also knew
that it had to cost well under $20,000 to finish. Not
surprisingly, we couldn‟t find a single kit out there that had
the quality we wanted at a reasonable price. Everyone we
spoke to seemed to justify their prices by saying “Well,
you get what you pay for.” That old adage is usually true,
except when technology gets involved. Just look at items
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FFR 427 Roadster $11,990 Kit
The Factory Five Racing 427 roadster is the most successful component car ever built. The FFR design has won National race
victories, earned awards in the press and garnered a loyal following of owners and customers. It is made from proven racing
materials and is the integration of advanced computer design technologies and state-of-the-art manufacturing methods. The
Factory Five Roadster is based on the innovation of using a single modern donor vehicle, namely the high performance
Mustang 5.0. We chose the Mustang hardware for a number of reasons, but mostly because it has established itself as the
performance bargain of the last decade. The Mustang‟s 302 V-8 is the exact same block that powered the original AC Cobras
and GT-40‟s to World Championships in the 60‟s. Over the years we have added other engine/drivetrain options, but the single
donor concept accounts for 3 out of 4 FFR cars built today. The original FFR concept is quite simple… If you have our kit and
a 1987-1993 Mustang 5.0 donor car, you have all the parts you need to build and drive your car!
Engineering and design are at the heart of a quality car. There are huge differences between replicas with respect to design,
engineering and the quality of the parts. The fit and finish (and value) of the car you build depends so much on these things. It
also depends on your skills and attention to detail. Regardless of how skilled you may be, starting with a kit that is well
engineered is most of the battle. Let‟s take the time to look at each part and assembly of the Factory Five Racing 427 package
separately before we discuss the features and performance of the finished cars.
We want to tell you why we‟ve designed and built things the way we have, and to explain the benefits and limitations of our
unique and innovative design.
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Frame
The Factory Five Racing 427 roadster frame serves as the centerpiece of our 427 kit. It is computer designed to be extremely
strong yet maintains the beauty and elegant design style of the original 427 frame. The frame weighs 280 lbs and is shipped as
part of an assembled kit chassis. The frame is a completely welded assembly and it is finish painted satin black, ready to accept
bolt-on components. Powder coating is an available option. All FFR 427 frames accept Ford 302, 351, 390/427, 429/460
engines as bolt-in units with no modifications. FFR customers have used other powertrain configurations, call us and ask to
speak to an engineer if you‟d like to use another engine.
Design
While it‟s easier and less expensive to make a fairly strong square tube frame, we feel that a quality 427 replica should have a
period correct, 4” round tube frame. The original style round tube frame is literally a piece of art. Almost every vintage car of
the early 60‟s era used tubular ladder style frames. We decided to maintain this design style despite the difficulty and cost.
While artistry is important, if the frame doesn‟t perform up to modern standards, what good is it? Vintage frames could
accommodate upwards of 650 hp, but also displayed some flexing under race conditions. We wanted the artistry of the original
frame style, but we also needed to make it stronger. To accomplish this we did several things. We changed the wall thickness
of our 4” tubing to increase strength. We chose to use .120” wall tubing (up from .095” in the original AC frames). The
original AC frame was used with the heavy, high torque, high hp, 427 motors of the day. The frame was light, but not quite
strong enough. Above and beyond simply beefing up the main rails, we also increased the wall thickness of our dash/cowl
hoop, added triangulation bracing to the front suspension vertical struts, and made numerous other smaller changes to increase
strength and safety.
With increased wall thickness and structural upgrades, the use of better materials, and more consistent manufacturing methods,
our frame is engineered to handle much higher horsepower and provides greater torsional rigidity than the original British built
AC frames. When you see FFR cars winning national drag races with the front tires off the ground, check out the “straight-as-
an-arrow” frame quietly doing it‟s job.
Materials
To make a better frame you need to start with better materials. We started by using certified materials. Plate steel is A-36
certified steel. All round tubing is certified 1018-1020 DOM (drawn over mandrel). Even our ¾” x ¾” perimeter tubing is
cold-rolled, being the thickest wall square stock you can buy in this tough configuration. By using higher quality steel, the
tolerances are tighter and the welds are better.
Manufacturing
The best design and materials only get you half way there. We‟ve taken several important steps to make sure that each frame is
made right. In order to control variability we built an incredibly complex computer-designed frame jig. The CAD/CAM based
jig was built with laser-cut tooling steel and holds parts to an accuracy of .010”. What that means to you is that all of your
running gear and accessories will bolt right into place like they should.
In addition to accurate tooling, we have developed in-house manufacturing controls to help maintain quality, reproducibility
and reliability. For example, our certified welders all use the same Millermatic 250 MIG welding machines. By keeping our
equipment and settings standardized we can maintain better weld consistency. We keep crosstraining records on manufacturing
team members and our crew has established QC procedures to make sure each frame, component or assembly is done right.
Before your frame goes to chassis assembly it has already passed three separate Quality Control inspections.
The Finished Product
Our frame is quite simply one of the finest component car frames available at any price. It is made with the best materials and
to tolerances only possible with modern CAD driven manufacturing methods. Above all else, our 427 frame has a soul. It was
designed and built by people who see a race car chassis as functional artwork. Our frame will be a faithful servant to you in
your quest to build your own world class sports car.
Round Tube vs. Square Tube Analysis
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There is ongoing discussion and debate about the use of round vs. square tubing in frame design. Most of it is from people who
are selling one or the other. The bottom line is that it costs more to produce an original style round tube frame because it‟s more
difficult to design and manufacture. Many companies have taken the easier path of making square tube ladder style frames. We
felt our challenge was to make an original style frame stronger without losing the beauty or period correctness. Good
engineering means form and function. Once we decided to go to the trouble of building a round tube frame we found some
pleasant surprises.
 Round tube weighs less than square tube.
 Round tube is available in stronger steel. There is no rectangular 1020 DOM tubing, it‟s all 1010. 1020 DOM is about
30% stronger than 1010.
 In torsion, (exactly the kind of stress that cross members are subject to) round tubing is much stronger than square tubing.
Makes sense why there are no square driveshafts, right?
 Under vertical bending loads, square tubing made from the same steel as round is stronger, but since the round tubing is
available in higher grade steel, there isn‟t much difference between cold rolled 1020 round tube and square 1010 tubing
with respect to vertical bending loads.
 The end result of using round tubing is a lightweight ladder frame, with superior torsional load rigidity and vertical load
resistance equal to most any square tube design. It‟s one tough frame!
 Square tube frames are more common because they are simple, easy to design and the materials cost less. They can be
made strong, but sacrifice beauty. A well-designed round tube frame is the hallmark of professional chassis engineering.
They are complex, requiring intricate jigs, difficult to design and they are usually made from better materials. They are
also more beautiful.
One final note: All of these frames work. It‟s probably more a question of aesthetics, materials and cost. The next time
someone tries to sell you on how much better a square tube frame is over the original round tube design, keep a few things in
mind. The 1020 DOM 4” round tube that we use for our main rails and cross members costs $8.75 per foot. Square stock
tubing (commonly used) costs $1.98 per foot. I doubt the folks selling you on the virtues of their square tube “better than the
original style frame” told you that. Race engineers use the more expensive materials because they‟re better.
For a much more comprehensive review of the principles involved you can read one of the best books ever written about racing
materials and engineering. The author is Caroll Smith and the book is entitled “Engineer to Win”, published by Motorbooks
International Publishers & Wholesalers, Inc., PO Box 2, Osceola, WI, 54020. You will probably feel that you got your
moneys‟ worth after reading just the dedication and short two-page introduction.
Aluminum Cockpit and Chassis
After the frame we come to the rest of the structural chassis. Here also, we decided to part company with the bulk of the kit car
world. Instead of using fiberglass for the cockpit, trunk and footboxes, we followed in the tradition of real racecar builders and
used aluminum.
The aluminum chassis panels on the FFR 427 kit is one of the major design and functional differences between us and almost
all of the other replicas out there today. It is a design based firmly on CAD/CAM technologies and incorporates the superior
construction methods of the modern auto racing and aerospace industries. It is certainly not a kit car in the way most folks think
of kit cars.
The entire cockpit, trunk and engine bay of the FFR 427 Roadster is 100% 6061-T6 aluminum. This precision CNC cut and
shaped aluminum is completely and permanently mounted to the frame, without any fiberglass panels. That means your car will
have all-aluminum floors, footboxes, cockpit, trunk, side walls, engine bay, firewalls, dash, nose, splash guards/wheel wells,
and trunk liner.
In our quest to use the best materials, we selected the stronger 6061 aluminum. The 4000 series aluminum is easier to bend and
form, but not as strong in tension. We invested in learning how to correctly form the 6061-T6 and enjoy a benefit of increased
strength for the same weight.
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The kit car industry is the only member of the automotive family that uses dune buggy construction methods of bolting 700 lbs.
of fiberglass to a platform frame. You won‟t find a Winston Cup car streaking around the track with a stressed fiberglass
structure. Even the original Cobras, Ferraris and GT-40‟s (35 year old design) used proven racecar construction methods of
tubular frames and riveted aluminum panels. Molding everything from fiberglass is cheaper and easier than engineering
complicated three dimensional aluminum chassis panels. It‟s just that fiberglass is not as strong, not as safe, and nowhere near
as perioid correct or elegant. There is nothing like peeling back the carpets to show off the all aluminum race quality
construction.
Your kit arrives with these CNC cut aluminum panels pre-bent, positioned and fastened in place for shipment.
Underneath our aluminum panels lie a matrix of ¾” x ¾” steel tubing that provides support surfaces for a close, tight fitting
installation. If you see a really nice replica with an aluminum trunk, cockpit or engine bay, you might want to check
underneath. If the aluminum is laid over a glass surface, it may look nice, but it‟s heavier (now there‟s fiberglass and
aluminum), and you definitely lose bragging rights when it‟s made purely for show.
Another advantage of aluminum over fiberglass is in heat management (a common complaint among owners of other kits).
Fiberglass footboxes act as heat sinks that hold the heat and can make driving less than enjoyable. The aluminum reflects heat
better. Heat in the FFR car has never been a problem. It‟s a car you can drive comfortably in.
Our frame and chassis provide you with the solid foundations upon which to build a world class 427 roadster that you can be
proud of.
Front view Side view Rear view
Composite Body
The handmade aluminum bodies fitted to vintage cars varied significantly from unit to unit. Of the various replicas out there,
perhaps as many as half maintain a healthy respect for proper vintage lines and proportions. Some kit manufacturers make
drastic changes to base dimensions such as track, wheelbase or ride height, and end up with a car that is just simply not period
correct. When we designed and crafted our body/chassis we took extra time to make sure our car was true to it‟s early 60‟s
design tradition.
The Factory Five Racing kit comes with a beautifully crafted, hand-laid vinylester composite body complete with hinged doors,
and trunk, pre-drilled mounting holes and positioned hood. Our standard body is as good or better than any replica body in the
industry. Lamination thickness is 3/16” all around with .015” coat of sandable gel coat outer finish. The body shell weighs
about 190 lbs. and is one entire part. For the ultimate racer, complete carbon fiber composite bodies are available as an option.
The carbon fiber body shaves about 100 lbs. from the vehicle weight.
Aluminum vs. Fiberglass
The average weight of a fiberglass replica body with interior panels can exceed 700 lbs.! The reason for all this weight is the
fiberglass is commonly used as a major part of the structure. By using fiberglass for the exterior body shell only, we removed
the stress and significantly reduced the weight while maintaining rigidity with the underlying matrix of ¾” steel tubing and
aluminum panels (the right material for the job). The result is a body that weighs under 200 lbs., yet is strong and rigid. Our
body, is much more resistant to stress cracking due to its non-stressed mounting design and correct gel coat thickness (heavy gel
coat can lead to “spider cracks” since there is no strengthening fibers).
Is our car lighter because of a thinner body shell? No. The body is the same thickness (3/16” nom.) as every other high quality
manufacturer. The weight savings comes from the use of aluminum instead of fiberglass in the cockpit and panel liners. The
body specifications are quite simple. Our body incorporates approximately 110 sq. ft. of surface area and weighs about 190 lbs.
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total. Our aluminum cockpit and panel liners weigh in at about 75 pounds total. Cars using fiberglass inner cockpit and panel
liners have about 200 sq. ft. of additional fiberglass. This would account for an increase in overall weight of about 200 pounds
(providing the lamination was the same), but more commonly adds about 350 lbs to the vehicle weight since the cockpit is
usually thicker as it‟s being used for structure. To make matters a bit worse, companies that use “chopper gun” fiberglass have
a hard time controlling laminate thickness and can end up with even heavier parts!
Manufacturing
From our very first molds in 1994, we have learned a lot about molding fiberglass and carbon fiber parts. The quality of the
part comes down to the quality of the tooling and the skill of the people who actually lay-up, cure and trim the parts. We
manufacture all of our panels in-house, where-as our body shells are made by a partner company. We put as much QC work
into our fiberglass parts as we do our steel frames. You‟ll notice that every part carries a control number that records the date
of manufacture, mold number, and molding department member who made the part. Each part must survive a 12 point QC
check for defects and fit and finish.
You can count on us to deliver a part that is engineered to be the correct strength and fits right. The FFR 427 body shells are
shipped assembled to the frame. The parts are unfinished (taken right out of the mold and require bodywork). The average
time for a skilled bodywork shop to completely sand, prep and paint the body can vary but is normally in the 40-60 hour range.
Average costs for a paint job on an FFR fiberglass body with all panels is $2500-$3500.
Front Suspension
The Factory Five Racing 427 kit comes with a fully independent tubular front suspension with unequal length upper and lower
a-arms and adjustable coil-over aluminum body, rod-end shocks.
Our car has earned a reputation for razor sharp handling. The front suspension design is a big reason why that‟s true. Our
rugged front suspension is race-proven and street tested to deliver superior handling without the notorious problems of Mustang
II style set-ups.
In the stock kit we use the standard lower control arm from the Ford Mustang, which incorporates Ford‟s low friction ball
joint. We offer an optional tubular steel lower control arm for people seeking lower unsprung weight over the Mustang unit.
The advantage of using the stock Mustang lower control arms is primarily cost savings, however they also provide an amazingly
smooth ride. We use a custom FFR spindle bracket that allows you to attach the Mustang front spindle and use the massive 11”
front brake assembly from the Mustang.
The front suspension components bolt on with ease and have been race proven with thousands of racing and street miles. This
is a major step above the wimpy 1970‟s-tech Mustang II front end. The big Mustang 5.0 disc brakes are excellent and we
supply the aluminum coil-over shocks, coil springs, custom mounts and upper A-arms with ball joints and fasteners, all ready to
bolt together. Pictured at left is the FFR front suspension with optional tubular front lower control arms. Right is the stock
Mustang 5.0 lower control arm.
Rear Suspension
The Factory Five Racing 427 frame is delivered to you ready to accept bolt-on suspension components. We offer two rear
suspension configurations. The standard FFR 427 kit comes with welded mounts ready to accept the bolt-in rear suspension
right out of the Ford Mustang donor car. This is a four link solid axle suspension with quad shocks and Ford‟s 8.8” posi-
traction differential. You can slip the variable rate Mustang coil springs right into place and bolt the whole thing together in
about 30 minutes!
This standard Ford Mustang suspension works amazingly well on the street, delivering razor sharp handling and a comfortable
ride. It is also capable for weekend racing. We added custom anti-squat geometry, similar to those used by the Mustang 5.0
race crowd, and engineered all mounts to be in double shear, made from 3/16” A36 plate steel. With these minor modifications
the car handles great and the 8.8” rear end with Traction-LOK ensures rock solid launches.
If you see a 427 replica out there that uses a solid live axle, check to see that the rear ride height is not too high. One of the
common geometry mistakes is to run with the rear end up in the air. Our computer-designed geometry adjusts for this and our
improved anti-squat results in better off the line performance.
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As our racing programs have progressed over the years we have added optional upgrades to the 4-link Ford suspension. First
up, we designed and built tubular rear upper and lower control arms. These arms are stronger than the stock units and have
polyurethane bushings that limit flex and result in even sharper handling (although a firmer ride). We offer the set of four for
about $200. These parts worked so well that they are currently the best selling aftermarket control arm in the competitive
Mustang 5.0 market! You may see our ads for these parts in Ford enthusiast magazines.
In order to squeeze the very most out of the four-link Ford rear suspension we developed an optional rear coil-over suspension
package that replaces the Mustang coil spring and mount. The optional rear coil-overs are pre-valved aluminum body shocks
and powdercoated springs that make roadracing and drag racing in the same day easier by adding more tuning and ride height
adjustment to the rear suspension.
There is a whole aftermarket of upgrade items for this rear suspension. You can change everything from gearing to brakes to
springs and shocks. Despite all of this, about 80% of all FFR 427 kits are shipped with the standard rear suspension. It works
great out of the box and it‟s nice to know that you can upgrade it later if you need another project next winter.
Independent Rear Suspension
The importance of an IRS is big if your car weighs in at 3,000 lbs. or more and you spend hours at your local track. The reason
we went with the Mustang rear is primarily a cost advantage. When we worked out the final vehicle weight to be just over
2,000 lbs., the need for an IRS wasn‟t a huge priority.
For four years we were pleased with the performance of the solid axle suspension. As our racing programs matured and we
began to look for tenths of a second we knew sooner or later we would have to develop a new rear suspension. We had already
developed an expensive carbon fiber body to reduce the vehicle weight as low as possible. We had also refined the four link
Ford rear to it‟s highest degree with coil-overs, control arms, panhard rod set-ups and even a modified watts linkage
arrangement. Everyone in the development team agreed that if we wanted to go any faster with the FFR 427 platform, we
needed to engineer and develop a new independent rear suspension.
In 1998 we put our engineers to work full time on the new Big Block/IRS program (the big block program was included in the
IRS effort as part of a design upgrade to the FFR car). Our goal was to take the FFR platform to a higher level of performance
and offer customers more choices than a simple single donor kit.
We introduced our new optional Independent Rear Suspension in 1999 at the NE Replica Challenge. Our first race car outfitted
with this rear suspension won first place in the Pro Class at the NE Replica Challenge, beating the “1999 One Lap of America”
Championship car by two seconds! At left is FFR engineer Jesper Ingerslev on his way to victory in the Pro Class at New
Hampshire International Raceway, August 1999.
The IRS option costs $1950 and includes the welded-in cage, upper and lower tubular control arms, aluminum body/pre-valved
rod-end shocks (matched to the front coil-overs), and custom axles. The suspension requires that you provide the 8.8” center
section from a 1989-1997 Ford Thunderbird as well as the Thunderbird rear spindles and brakes.
The assembly manual has a full section on the IRS set-up with installation instructions, Bill of Materials and high quality
photos. We feel this suspension set-up is for the absolute purist who wants the very best on the street, or for the hardcore
roadracer who wants that extra few ticks per lap. Our team race cars utilize both IRS and Mustang based suspensions.
Running Gear
Our engineers have built everything from carbon fiber bodied race cars with 8,000 rpm aluminum small blocks, to 600
horsepower twin-turbocharged street cars. The bottom line is that whatever your goal and budget, the value of the modern
running gear gives you a base line cost that enables you to build much higher quality and performance for less money.
Here‟s where the fun starts. It‟s important when taking on this project to decide on an engine and transmission configuration
that will deliver the power you need and is within your budget. About 75% of our customers choose to go with the entire
engine/transmission and rear-end out of the Mustang donor car (5.0 Liter Ford V-8, Borg-Warner T-5 transmission, and Ford
four link 8.8” rear end). The Factory Five Racing kit was designed so that these parts literally bolt right in. Our kit is also
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compatible with the 351 Windsor engine, the old 390/327 FE engines as well as the newer 429/460/514 crate motors from Ford.
We have had good experiences working with the crate motors offered by Ford Motorsports. You might notice that our car is
featured in their 2000 catalog!
Engines
The arguments for using the 5.0/302 motor are pretty strong. In the mid 80‟s an unprecedented quality and manufacturing
revolution began in the American auto industry. Ford Motor Company, more than anyone else, began building cars with
“Quality as Job 1”. Anyone who has owned a 1987 or later Mustang 5.0 will tell you that the engine, transmission and rear end,
are virtually indestructible. They are also easy to work on, and readily available for a reasonable price.
When we looked at all the engines available, we couldn‟t ignore the high performance, combined with relatively low cost and
aftermarket support of the Mustang package. The Mustang has become the performance value of the last 10 years.
Additionally, the Mustang drivetrain has benefited from years of engineering refinements (C.A.F.E.) that have made the running
gear lighter and more durable. The huge performance aftermarket that supports the Mustang 5.0 means that you can quickly
and inexpensively obtain a wide selection of high performance goodies. The standard FFR chassis with a stock 5.0 powerplant
will outrun a Viper 0-60 and run the quarter mile in about 13 seconds flat! The fuel injected 5.0 motor is just about everyone‟s
favorite for all around driveability and reliability. Imagine driving 5.0 Mustang that weighed 1200 lbs less!
For those of you who believe that the best way to cut your butter is with a chainsaw, well… you should know that the standard
FFR 427 kit will work just fine for larger engines as well. The differences between the standard kit and a 351 or a big block kit
include heavier springs up front, a carbureted wiring harness, full tubular headers and 4-port side exhausts.
The 351 and 302 powered cars handle virtually the same. The big block cars are a tad overpowered and run a bit heavier in the
nose. Surprisingly, our 460 powered car was only 140 lbs. heavier than a street car with the 302! Aluminum heads are a must
to keep the weight down. For affordability, we think the small block donor car route is the best. If you decide to go with the
big block motor, keep in mind that many other parts (bell housing, transmission, etc) need to be heavier duty to handle the
power.
Feature/Characteristic Ford Motorsports 460 Big Block Crate Motor 302 Small block w/Mustang Drivetrain
Cost About $8,000 after all ancillary equipment is bought. $3,000 for entire car. Period. Go ahead and drive it.
Should be complimented by a heavier duty Tremec Cheap to fix, easy to work on, can be taken to Ford
transmission ($1500). Dealer for servicing.
Performance Great power w/500+ hp, great torque w/400+ ft. lb., the Great Performance, lighter weight, 225 hp stock, can
Ford 460 is not like an older FE motor. It is insane be modified up to 350 hp easy, and well into the 500
above 4,000 RPM and loves to rev! hp range with aftermarket bolt-ons.
Reliability/Maintenance Without EFI you won‟t just jump into the thing and 1990‟s engine, computer controlled, simply change
run for milk. Maintenance is OK as long as it‟s not an the plugs and oil every once in a while. Everyone‟s
old FE motor. daily driver favorite.
Aftermarket and Parts Good. Crate motors available from Ford Motorsports. Good aftermarket support, 5 hp filter kits to
You won‟t want to add performance parts. superchargers etc. Still in production = Low $
Emissions This is getting difficult, especially in California. Each Available catalytic converters are 50 States
state varies with inspection standards, etc. Wherever emissions legal. Same emissions as a factory
you are, you must know the rules. Mustang. Straight pipes are standard in the kit.
Which is better? A great motor for the absolute purists or the guy who A car you can drive anywhere. Great reliability,
thinks too much horsepower is just enough. Deeper affordability and power. Flawless handling and lot‟s
exhaust note, more authentic, but heavier. of bang for the buck. Most people side with the
small block for all-around competence.
Transmissions
The stock Mustang transmission is a Borg Warner T-5 unit. We have run T-5‟s in our race cars for years with excellent results.
The T-5 is perfect for the street and for cars running up to around 450 hp (remember that a 2,000 lb. car exerts much less stress
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on the running gear). The FFR kit is ready to accept the T-5, the World Class T-5 or the Tremec TKO transmission. While
there is plenty of room in the transmission tunnel for older set-ups, we still prefer sticking with the newer running gear for
affordability and durability. If you would like to run an older transmission, call our engineers for assistance.
Rear Ends and Gearing
1987-1993 Mustangs were equipped with three different gear ratios. The majority of the cars have a 2.73 ratio ring and pinion.
There were optional performance rears that used a 3.08 ratio and the cars that were built with automatic transmissions had a fun
3.27 ratio. Keeping in mind that the T-5 is an overdrive transmission, you have some space to improve the gear ratio with
aftermarket parts without compromising the street manners of the car. The most common gear sets used are 3.55 and 3.73.
The FFR IRS uses the Ford 8.8” differential, but it is out of the 1987-97 Thunderbird. The T-Bird differential came with a 3.27
ratio. Regardless of what rear-end you use, the gear set is one of the easiest and least expensive way to increase 0-60
performance.
EFI vs. Carbureted
You have a choice to use either the Mustang 5.0 donor wiring harness and computer (for EFI set-up cars) or you can use an
aftermarket (Painless Wiring ) harness that we will provide as part of the kit at no charge (replaces the EFI stuff).
If you are going to use the EEC-IV computer and EFI motor from the Mustang we‟ll give you everything you need to make it
work. The EFI kit provides a new air filter set-up for the mass air meter, an alternate drive pulley assembly to accommodate the
air pump and custom length fan belt. The EFI kit assumes that you‟ll be using the computer and engine controls wiring harness
from the Mustang 5.0. Our assembly manual shows you exactly where to splice in the lights, signals and other electronics.
Since pulling a wiring harness and computer from your donor car can be tricky, we walk you through that as well, to make sure
everything is perfect. Once the harness is removed, it‟s hard to install it incorrectly because Ford uses a different shaped, color-
coded connection for each wire bundle.
The reliability of Ford electronics is something we can‟t stress enough. Many replica companies make their own wiring
harnesses on custom looms. Although they are very simple and straightforward, it‟s not rare to have electrical system gremlins.
It‟s amazing how well the Lucas lights work when they are backed up with Ford components, instead of the wiring harness that
Minnie makes on the loom.
Headers and Exhaust
The Factory Five Racing 427 kit comes with a complete bolt-on side exhaust system. The exhaust comes assembled and ready
to bolt on, with all fasteners and gaskets included. The side exhaust matches the look of original vintage cars. The entire
assembly bolts directly onto the stock Mustang exhaust headers in front and onto rubber isolated mounts in the back. Plan to
spend a whopping 30 minutes putting these six bolts on. Like so much in our kit, the side exhaust assembly is standard. The
side exhaust set comes with a pair of straight tubes that connect the side exhaust to the headers from the Mustang 5.0. Optional
catalytic converters to comply with local emissions codes are available. Optional 4 into 4 headers for
289/302/351/390/427/429/460 Ford engines are available.
Fuel System
We use the complete high-pressure fuel system from the Mustang 5.0 donor. This includes the fuel tank and neck, integral
high-pressure fuel pump, safety impact cut-off fuel pump switch, and the vacuum sealed factory gas cap. We put the threaded
factory gas cap under the beautiful Aston aluminum roller cap because the factory gas cap seals vapor and liquid while the
Aston cap was known for leaking. We provide all the fasteners, fuel lines, and clamps necessary to adapt to the vintage roller
gas cap. The fuel tank bolts right up into the frame with safety engineered mounts. The rear frame was designed in three
distinct zones. First the rear trunk section is designed (at bumper height) to absorb impact. Second, the mid trunk serves as a
buffer zone of incredibly rigid structure. And third, the cockpit is engineered to maintain integrity while isolating the
passengers from the impact. Two aluminum bulkheads separate the cockpit from the fuel tank and fuel lines.
We decided to use the Ford fuel system because it simply works better than any custom set-up, and it keeps us true to our single
donor car strategy. The Mustang fuel system never starves the motor under hard cornering. The Mustang gas cap that we fit
hidden under the polished aluminum Aston roller gas cap doesn‟t leak like the unprotected original gas caps do during full tank,
hard cornering. If you want to see for yourself, check out some photos of original 60‟s racecars spraying fuel out the sides as
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they drive around curves. Not only is the seal on the gas cap poor, if you sit in more than a few different replicas, sooner or
later you‟ll be greeted by that “rustic and charming” smell of gasoline which is usually from a fuel line/tank leak.
Oil Filter Relocater
No performance car would be complete without a remote spin-off oil filter kit. We provide the adapter plates, mounts, hoses
and fittings to change over the location of the oil filter. We locate the oil filter on a frame spar in the front of the engine bay for
convenience. This part comes right out of the Ford Motorsport catalog.
An original style oil cooler is available as an option. Our oil cooler comes with all stainless steel braided lines, anodized
aluminum fittings (yes, the cool blue and red ones), and mounting plates with instructions. The 5.0 motor doesn‟t really need
an oil cooler but it looks great and helps if you‟re racing.
Exterior Accessories
In a few pages you will find the “Standard Parts List” which details exactly what parts come standard with the FFR 427 kit.
The exterior accessories that come with your kit are in almost every single case an original 60‟s era part. Here are some of what
you‟ll get.
Roll Bar
Standard with the kit you get a three point. 0.120” wall steel, competition roll bar. The roll bar mounts directly to the frame
with included stainless steel fasteners. We‟ve seen many versions of roll bars out there, most are optional, some are purely
cosmetic (yikes!), ours is designed right and works when needed (just ask Dave Smith). We decided that this part is an integral
safety feature and like all exterior and body parts, makes or breaks the period correct look of the car, that‟s why we make it
standard on our kit.
Lighting and Mirrors
The kit comes with all original British lighting and fasteners. These include the expensive Chrome-on-Brass Lucas twin
filament red tail-lamps, amber turn signals, license plate light, and headlamps. There are many inexpensive Asian market parts
that some companies use on their roadsters, we only use the original parts.
The original chrome “Bullet style” racing mirror comes in the kit. The rear view mirror that comes in the kit is a copy. We had
so many problems with the original mirrors breaking and vibrating that we found the less expensive copy cat mirror was
actually better.
Windshield
The kit comes with the expensive chrome-on-brass tinted British windshield. There are only three manufacturers in Britain of
these windscreens and one in the U.S. We use them all. Others that we‟ve seen are chromed aluminum, which don‟t last. You
get the good one.
Trim Accessories
You get all the original chrome British latches and handles (L-shaped for hood and T-handle for trunk all keyed alike), side
louvers, front and rear Quick-Jack bumpers w/fasteners, and competition hood pins. A rivet-on hood hinge is an option.
Interior Accessories
The Factory Five Racing kit comes with a complete interior. This includes the 427 style seats in black, padded dash cover,
complete carpet set, finished door liners with black door pockets, emergency brake boot cover, shift boot cover, shifter, shifter
knob, MGTF door latches, door hinges and leather check straps, trim and gauge conversion kit. We also include two pairs of
full five point Simpson racing harnesses for passenger and driver. An optional leather interior is available in either black or
tan. The package provides seats, emergency brake handle cover, door pockets and dash cover in leather.
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We provide a gauge conversion kit so that you can use all of the Mustang 5.0 gauges. The advantage here is that you get the
reliability of the Ford gauges that simply don‟t break, and you get good cost savings. For the authentic minded guy, we offer
the original Smith‟s or Stewart Warner gauges (Smith‟s come with reverse reading 180 mph speedometer). Our dash layout is
accurate to the original.
Before you write off the Mustang gauges, you might want to get a look at how good they appear when used with our gauge
conversion package (pictured right). Our conversion kit includes billet aluminum dial bezels which fit right into the laser cut
dash, Lexan gauge faces, spacers for mounting the Mustang gauges, and jumper pins for wiring extensions.
Brakes/Wheels/Tires
We use the brakes from the Mustang 5.0. They can be serviced easily and inexpensively since they‟re Ford components. If you
choose, you can use the Mustang wheels as well. They are remarkably similar to the original “Sunburst” wheels used on many
60‟s AC cars. We offer optional aluminum Halibrand-style replica wheels. They come in 15” and 17” sizes. Wheel
dimensions are 7” x 15” fronts and 8” x 15” rears. The 17” wheels are 8” x 17” fronts with 9” x 17” in back.
About half of our customers decide to buy these optional vintage replica wheels. They cost about $1500 for the set of four and
come with lug nuts. They are custom made with the correct off-sets to mount right up to the Mustang hardware and are
available in four and five lug patterns.
Our street car with 15” bolt-on replica wheels. Our race car with w/17” bolt-on replica wheels.
For tires we recommend B.F. Goodrich Comp T/A‟s or Radial T/A‟s. They have a very good period-authentic look. For the
track you can‟t go wrong with Hoosiers or B.F. Goodrich Comp T/A R1‟s. For the 15” rims, look to use 235/60/R15‟s up front,
and 275/50/R15‟s in the rear. For the 17” rims, we recommend 245/40R17‟s up front and 275/40R17‟s out back.
Recently, we adapted our 427 and Coupe designs to accommodate the authentic “pin drive” wheels. These beautiful aluminum
racing wheels come with adapters, spinners and require custom front and rear control arms. The wheels cost about $2400 for
the set of four. Photo at left shows FFR coupe with rear pin drive wheels. Check out our website or call one of our engineers
for your specific application.
There are a million ways to go when looking at wheel and trie combinations. If you are going to be buying a set of aftermarket
wheels, or if you‟re going to have a custom set made, please give us a call to make sure the backspaces are right.
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427 Vehicle Specifications
The most time intensive part of engineering a quality kit is to make sure the vehicle dimensions and specifications are as close
to period correct as possible. One of the reasons our car has so effectively captured the look, feel and performance of the
original 60‟s roadsters is that we kept the specifications and construction methods as exact as possible. We didn‟t assume that
we could come up with better base lines than those followed by the original designers and racers of the time. There is a distinct
beauty to the roadracing cars of the early sixties that is timeless. Using the original vintage British and American cars for
inspiration, we obsessed on small things like windshield rake or roll bar position. Faithfulness to the original British roadster
design meant painstaking attention to detail.
Our car has an original spec 90” wheelbase and 4.5” ground clearance. One of the worst things to do to a replica is to stretch or
change it‟s wheelbase. If you‟ve ever seen one of those cheap Fiero turned into Ferrari replicars, you know what I mean. The
incorrect wheelbase makes the car look wrong immediately. You wouldn‟t think your eyes are so accurate but it‟s this same
ability that lets you see a picture on a wall is uneven, even if it‟s only tilted a single degree!
FFR 427 Roadster Specifications
Wheelbase 90.0”
Track front/rear 57.0”/58.0”
Length 160.0”
Width 9body) front/rear 68”/72”
Height (top of windscreen)* 46.8”
Ground clearance 4.5”
Vehicle weight (dry) 1985 lbs.
Curb weight 2145
Weight Distribution front/rear 48.2/51.8%
* This dimension can change slightly by adjusting the rake of the windshield as was done by racers in the sixties (with their windscreens raked way back to
help with the less than optimal aerodynamics).
The vehicle weight and the balance of our car is much improved over most replicas and vintage cars. Overall vehicle weight
and weight distribution are among the most important factors that help any car handle well. Other major factors include center
of gravity, suspension, unsprung weight, wheels and tires, alignment adjustment and suspension geometry.
We toiled over small dimensional differences. If you look close, you‟ll notice that we gave our roll bar a 6 degree cant
rearwards. We even adjusted the geometry of the rear suspension to ensure the rear ride height was period correct. Over the
years cars have changed in the way their ride heights are set. We made sure to use a period correct front to rear rake in our
design.
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Safety Features
The legends of the 60‟s race cars were built not only from racing victories but from tragedies. Our job is much easier today
than it was for the racers of 30 years ago. Back then, many basic safety features were either not used or not available. We‟ve
added modern safety features that the original cars lacked. Today, things like an inertia cut-off switch for the fuel pump
protects the driver and occupants from fire. Safety and reliability are areas where the modern running gear is just plain better
than the original equipment. Advances in materials and engineering mean better steel, stronger rivets, more consistent and
predictable fasteners. The Factory Five Racing 427 kit comes with the following safety features.
Watch out for some common no-no‟s we‟ve seen out there. Avoid things like bolt-on dash hoops, all platform frames with
fiberglass uppers and no steel support structure, doors that mount to fiberglass bodies and cosmetic rollbars.
Safety is a combination of good engineering, correct materials, and careful construction. Sometimes we forget that a big part of
safety is also the car and it‟s operator. The superior braking and handling aspect of our car means it is functionally safer than
lesser performing cars.
Whenever you head out onto a racetrack…. You and your equipment should be prepared for what may happen.
Factory Five 427 kits include the following safety features…
 3” full racing harness for driver and passenger.
 Externally mounted, double shielded fuel tank with fuel pump impact shut-off switch (from the Mustang 5.0 donor).
 Side impact bars and beefy 4” plate steel hinges with A-36 3/16” thick steel door hinge. Frame mounted doors.
 Collapsible steering column (same as in Mustang 5.0).
 Driveshaft safety bars.
 3 point, 2” OD, .120” wall, mandrel bent, frame-mounted roll bar.
 Front and rear crumple zones.
 Energy absorbing steel frame and aluminum sub-frame (not fiberglass).
 Manufacturing controls like receiving/inspection of parts, computer designed frame jig and final QC inspections.
The car featured at right is FFR customer John Gyann‟s 427 roadster following a 125 mph collision in Illinois from which John
walked away. You can read his testimonial and that of other FFR customers on our website at www.factoryfive.com.
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Standard Parts
There is perhaps nothing more confusing and frustrating than trying to figure out what you get, and more importantly, what you
don‟t get with some of the kits manufactured today. We consider a standard part as something you‟ll need to drive the car that
doesn‟t come from the Mustang. We hate the idea of selling a ton of options. It‟s laughable how some companies will call a
windshield, or a steering wheel optional (or side exhaust or roll bar or seat belts for that matter!). In all fairness, the custom
aspect of what we build and sell makes it hard to produce a “one-size fits all” package. The Donor Mustang concept is a very
powerful one since the regular 427 kit comes with everything you need to complete your car except the donor vehicle. With the
advent of different powertrains and suspensions however, figuring out what you get and what you‟ll need are still complicated
questions. We‟ll be glad to help you sort through the details. This section tells you exactly what comes with the FFR 427 kit.
If you would like to see the actual packlist for the standard kit you can check it out on-line at factoryfive.com or you can review
a hard copy in the assembly manual. Here‟s what you get:
1. Body: Hand laid 3/16” laminate with heat cured vinylester resin. Comes with separate and complete doors, hood, and
trunk. Doors and trunk are hinged and installed. Trunk is lined with aluminum liners.
2. Frame: Complete jig-welded 427 style 4” round tube frame. Includes all mounts ready to accept small block Ford and
Mustang 5.0 running gear, can be ordered to accept big block and IRS.
3. Chassis aluminum panels: Includes over 40 CNC cut, pre-formed aluminum panels for cockpit, trunk, and engine bay.
4. Front suspension: Includes high quality Pro-Shock brand anodized aluminum bodied, rod-end coil-over shocks, tubular
upper A-Arms with ball joints, adapter brackets and all grade-8 mounting hardware.
5. Rear Suspension: Standard kit includes all brackets, fasteners and axle straps to mount your 8.8” rear end.
6. Roll Bar: Complete roll bar assembly ready to bolt directly to finished frame mounts.
7. Side Exhaust: Complete assembly with mounting hardware, ready to bolt on (no welding, bending or cussing).
8. Brake/Fuel lines: All brake and fuel lines (3/16”, 1/4" and 5/16” seamless hydraulic tubing) with fasteners.
9. Lighting: All original British and Lucas™ lighting, including headlights (w/integral running lamps), front amber turn
lamps, rear red, twin filament tail-lights, and chromed original license plate light.
10. Exterior and Interior Accessories:
Authentic chrome on brass tinted windscreen
Authentic 3.5” Aston roller gas cap, polished cast aluminum.
Authentic wood rim and aluminum 15” steering wheel, w/polished aluminum boss and small center badge.
Authentic British chrome latches, handles, and locks.
Authentic inside rear view mirror and side view mirror.
Original style Quick-Jack competition bumpers.
Original style pleated AC 427 street seats and mounting hardware.
Authentic chrome shifter ring and boot.
Original style, chromed reverse canted 427 shifter.
Original style 3” professional, SIMPSON 5 point harnesses (driver and passenger), frame mounted w/fasteners.
Original style covered aluminum dash with all dash buttons, toggles and indicator lights.
Original style competition hood pins.
Original style aluminum side louvers.
Original style full interior trim package includes door pockets, dash cover, and emergency brake boot.
11. Weather-strip/seals: All adhesive backed and press-on trim, weather-strip and grommeting.
12. Carpet: Complete carpet set, pre-cut and packaged separately.
13. Gauge package: Mustang gauge conversion kit with machined bezels, spacers, wiring extensions, fasteners and lenses.
14. Steering kit: Steering adapter kit to utilize Mustang steering rack and collapsible column.
15. Cooling Fan: Electric cooling fan and mounting hardware, extensions for radiator hoses, and all necessary fasteners.
16. Oil Filter Relocator: Perma-cool™ oil filter relocate kit with all hoses and hardware.
17. K&N Performance Filter: K&N air filter kit.
18. Battery Tray and Cable: Battery tray, hardware, and pre-cut, pre-assembled 4-gauge positive cable w/terminal covers
19. Pulley Kit: A/C replacement pulley kit and custom length fan belt with fasteners.
20. Assembly Manual and Video: Bound assembly manual that is over 130 pages long and a step-by-step assembly video.
21. Fasteners: All fasteners (1,500+ top quality zinc plated, chrome and stainless steel) numbered and packed by assembly.
22. Wiring Harness: If you are not using the EFI system (if you will be using carbs) painless harness is standard.
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Donor Parts (or… What else do I need?)
Now that you know exactly what comes in our kit, you need to know what is required to finish the car. In the assembly manual,
we tell you how to check out and select a donor Mustang to help make sure it is problem free. If you aren‟t going to buy a
Mustang for parts you can take a copy of our bill of materials list (in the assembly manual) and buy the separate pieces. The
manual explains these approaches and even shows you how to quickly remove the donor parts in the fastest and correct order if
you choose to go with a salvage car.
Many people will decide to buy some new parts. If you decide to do this you can call us for an accurate parts list of Ford and
aftermarket parts that you‟ll need to finish the job. If you are using parts from a single donor car, expect to pay around $2,000-
$3,000 for the entire vehicle. If you source the parts separately, buying some parts new and some used, expect to pay a bit
more. The parts listed below are what you will need to take from the 1987-1993 Mustang. The assembly manual includes this
list broken down to the nut and bolt level. Call if you‟d like to use a later model Mustang (post 1993) or an earlier pre-1987
car.
1. Engine and transmission assemblies.
2. Driveshaft (this gets shortened to 10 3/4”).
3. 8.8” rear end assembly w/quadshocks, springs and control arms.
4. Front and rear brake assemblies, w/master cylinder, emergency brake handle and pedal box.
5. Front wheel spindles and lower control arm.
6. Radiator and cooling fan shroud.
7. Fuel tank, cap, and fuel filter.
8. Steering rack, shaft, and upper steering column with factory ignition.
9. Mustang gauge cluster, EEC-IV computer and wire harness.
10. Mustang aluminum wheels (or aftermarket/vintage wheels are going to be used).
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Options
At Factory Five Racing, we give you everything you need to complete your car. The idea of selling options is to provide the
customer with the chance to add his own combination of items that not everyone would necessarily want or choose. It‟s hard to
keep this list short due to the very custom nature of the replica business. We decided to offer the options that are most
frequently asked about. If you want anything beyond what we list here, check out our on-line parts and options catalog that
includes full photos of over 200 parts and options! (factoryfive.com). We‟ll be glad to help with any custom items as well. The
point is that if you give us your business we‟re committed to helping you build the car your way.
Performance Group
12001 Halibrand style replica aluminum racing wheel, 15” bolt-on $1,590 set
12002 Halibrand style replica aluminum racing wheel, 17” bolt-on $1,840 set
12051 Full carbon fiber body (incl. doors, hood, trunk) $2,980 set
12066 Tubular lower front control arms $ 480 pr
12062 Rear coil-over shock suspension package $ 590 pr
12267 Rear tubular upper and lower control arms (replace stock Mustang units) $ 199 pr
Appearance Group
12012 Chrome vertical over-riders $ 89 ea
11130 Chrome bumper assembly, front & rear hoops and vertical over-riders $ 695 set
12065 Chrome quick-jack bumpers $ 125 set
11219 Chrome roll bar $ 290 ea
12063 Smiths gauges set includes reverse 180 mph speedo and adapter kit $ 790 set
11193 Stewart Warner orig. 7 gauge set w/sending units and replacement dash $ 492 set
12042 Sun visors, smoke plexiglass $ 125 pr
12049 Windwings, windshield side deflectors, clear Plexiglas $ 125 pr
12068 Leather interior upgrade package (Black or Tan, price is if purchased w/kit). $ 490 set
Convenience Group
12020 Convertible soft top with side curtains $1,350 ea
12021 Tonnaeu cover, zipper down middle $ 345 ea
12030 Catalytic converters, bolt-on to FFR side exhaust $ 319 pr
12041 Wiper set, cable drive Lucas motor, arms, blades $ 345 pr
10581 Hood hinge set (replaces hood pins) $ 130 ea
12070 Body cut-outs (all holes in body shell pre-cut at factory) $ 120 set
12071 Heater/Defroster unit $ 320 ea
12072 Dropped footbox aluminum leg room package NOW STANDARD W/KIT
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How hard is it to Build?
There are no easy to build kits out there. The ones that claim it‟s easy are trying to sell you. Remember that. You are building
your own car for Pete‟s sake, it‟s not like putting together a bicycle from Sears.
Some companies tell people they can build their car in 40 hours or some stupid thing like that. Yes, for us in the shop we can
put a car together in no time flat, but we‟ve done it before lots of times. The Factory Five Racing kit is simple to build, but you
have to budget some time. This kit, like every single kit out there is not for everyone. It‟s made for the guy at home who has
worked on or restored his own car. The buyer of this kit is a lot like the television character portrayed by comedian Tim Allen
on ABC‟s show “Home Improvement”. There‟s some Tim Taylor in us all…”more power, ugh, ugh ugh”…
The FFR 427 kit was designed to be assembled by someone at home with ordinary tools and a working knowledge of cars and
their components. There is no welding or fabrication. One of the nice things is that with a single donor vehicle, you can greatly
reduce the running around getting parts from lots of different cars.
The Factory Five Owners Groups themselves have proven the engineering and buildability of the cars best. At numerous
locations FFROGS have come together to build a customer‟s car in a single day or weekend. The first group to do this was the
Southern California FFROGS who did this on a bright sunny spring day in Mission Viejo California back in 1998. There were
some magazine articles that documented the event. Another “FFROG Build-up” was hosted by FFR customer Richard Oben
from Kansas City Mo. In 1999, Richard gathered local FFROGS together at a customer‟s garage for a one-day build. That car
soon afterwards became the first FFR roadster to break the 10 second barrier in the quarter mile with a 9.96 sec pass at 146 mph
in April of 2000!
More Information
To get a better idea of what you‟re getting into, you can order an assembly manual for $50. Additionally we always welcome
visits where we can assign an engineer to you to review the build-up procedure. Another easy way to get more information on
how to build the car is to call us to get the names of people in your area who have already built our car. The best testimony is
from another customer who has built it himself. If you search the world wide web you‟ll find many FFR customers that have
put their build-up on-line, documenting the hours, costs, etc. The best proof of how well we designed the car is found in the
testimony and photos of our customers.
Back in 1998, after we had shipped over 500 427 kits, we sent out a survey to our first 500 customers asking questions about
how many hours they had spent building their car. At that time our survey results indicated that it took an average of 253 hours
to build the 427 kit (that includes everything like bodywork and disassembly of a donor car). The average cost to build an FFR
427 was $17,800. The average price paid for donor cars/parts was $2,300. More data is on our website factoryfive.com. Keep
in mind that as of July 2000 we have built and shipped more than 1200 FFR 427 roadster kits! The latest version kits have
benefited from hundreds of refinements and upgrades, so these older survey numbers are now, most definitely, on the long side.
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Performance
People find it hard to believe the actual performance numbers that we produce every day (verified on a calibrated Vericom
VC2000 accelerometer). We‟ve proven and refined our designs with countless hours at the racetrack and on the street. The
real world performance of our cars boils down to some very simple facts. A rigid chassis, low vehicle weight, good balance,
and modest horsepower all combine to deliver world class speed and handling that equals or exceeds the world‟s finest
Supercars.
The FFR cars listed in the chart below are as follows. Car #1 is our factory street demo roadster. It was made with all stock
running gear from a 1989 Mustang 5.0 donor. The street car was originally built for $14,240. Car #2 is our factory competition
car. It was built with many more performance parts and features an independent rear suspension, a lightweight body, a 500 hp
302 motor, full competition brakes, and racing tires. The cost to build this race car was around $26,000. Car #3 is the FFR
Challenge Series “Spec Racer”. It (like the street car) was built from our kit and a Mustang donor car. The Spec racer was put
together for about $16,000 and was tested in absolute stock form by Car and Driver Magazine at the Chrysler proving grounds
in July 2000. Car #4 is the FFR Coupe. The Coupe cost just over $30,000 to assemble. It is powered by a 400+ hp 351
Windsor motor and features numerous aftermarket performance options.
Criteria FFR 427 Street car1 FFR 427 Comp car 2 FFR Spec Racer 3 FFR Coupe 4
Horsepower (net) 240 bhp 488 bhp 225 bhp 430 bhp
0-60 mph 4.7 sec 3.75 sec 4.8 sec 3.6 sec
¼ mile 13.2 sec @ 104 mph 10.99 sec @ 133 mph 13.6 sec @ 99 mph 11.9 sec @ 119 mph
70-0 mph braking 175 feet 161 feet 181 feet 183 feet
Lateral G‟s .92 G 1.13 G 1.01 G 1.04 G
Cost to build $18,350 $26,412 $16,423 $31,560
1. Factory Five 427 Roadster, Demo street car. Vehicle using B.F. Goodrich radial T/A tires, 235/60R-15’s front and 275/50R15’s rear. Engine is
standard 5.0 liter Mustang w/stock transmission and 3.55 ratio rear-end gears. Horsepower estimated at 240 bhp.
2. Factory Five 427 Roadster, Comp car. Vehicle using Goodyear race slicks. 275/40R-18’s front and 275/40R17’s rear. Engine is special FFR prepped
twin turbocharged 302 w/FFR IRS, Tremec  TKO transmission and 3.55 rear gear set. Horsepower measured on rear wheel dynomometer 05/99.
3. Factory Five Racing 427 roadster, Spec Racer. Vehicle using Hoosier R3S03 tires, 275/40R17’s front, 275/40R17’s rear. Engine is stock 1991 Ford
Mustang 5.0 liter with stock transmission and stock 2.73 rear gear set. Horsepower is 225 bhp.
4. Factory Five Racing Coupe. Vehicle using Goodyear race slicks. 10” x 26” 15’s. Engine is 351 Windsor built by Jasper Performance, w/F FR IRS and
Tremec TKO transmission and 3.55 rear gear set. Horsepower measured at 430 bhp.
Just for fun, let‟s look at the numbers for some of the world‟s fastest cars (the last three cars are GT1 class race cars).
Vehicle 0-60 mpn ¼ mile Source or tested by/date
1999 Ford SVT Mustang Cobra 5.5 sec 14.1 sec Road and Track, tested 4/99
1997 Chevrolet C-5 Corvette 5.2 sec 13.7 sec Motor Trend, Feb 1997
1996 Carroll Shelby 427 S/C Cobra 5.0 sec 13.4 sec Motor Trend, Feb 1997
1996 Dodge Viper RT-10 5.0 sec 13.2 sec Motor Trend, Feb 1997
1998 Acura NSX 4.9 sec 13.3 sec Road and Track, tested 7/98
1997 Ferrari 550 Maranello 4.7 sec 13.1 sec Road and Track, tested 1/97
1999 Lamborghini Diablo VT Roadster 4.6 sec 13.0 sec Road and Track, tested 7/99
1998 Dodge Viper GTS-R 4.2 sec 12.5 sec Road and Track, tested 9/98
1997 Ferrari F-50 3.6 sec 12.1 sec Road and Track, tested 1/97
1998 Porsche 911 GT-1 3.4 sec 10.9 sec Road and Track, tested 9/98
0-60 mph
Zero to sixty mph is a contest of rear traction and horsepower to weight ratio. The Mustang 5.0 rear end is a traction lock rear
end that outperforms a lot of higher end equipment. We‟ve done several things to make our cars the all-time fastest 0-60 mph
machines. The combination of an extremely rigid chassis, a rearward positioned engine, and the utilization of the tough
Traction LOK Ford 8.8” rear end with anti-squat is unbeatable. We feel 0-60 mph is one of the most important real world
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tests of a car‟s performance. The bottom line is that for many of us, driving a car like this means that no matter what lines up
next to you, you‟re faster.
¼ Mile
The quarter mile performances are quite predictable given the horsepower to weight ratios of the given vehicles. In summary,
the Factory Five Racing roadsters run as fast as the fastest cars on the planet. The competition car rips through the ¼ mile
quicker than almost any other production sports car! With a power to weight ratio that can be as low as 3.5 lbs per horsepower,
the FFR car is capable of sub ten second ¼ mile passes.
Fastest FFR ET‟s to date have included Greg Lapoint‟s, 10.380 sec at the 1998 Run and Gun Replica Nationals held at
Gateway Race Park near St. Louis, Missouri. All time champion so far has been Don Gibson who put his FFR roadster through
the traps at an amazing 9.96 seconds!
60-0 mph Braking
Braking is also quite impressive. We measured 60-0 foot distances of 121 feet to haul the street car to a stop. That‟s
impressive given that it is running stock Mustang 5.0 drum brakes in back! We found that for 99% of all street driving, the
stock 5.0 brakes work great. An impressive drop is seen when the disc brakes are used all around. We recorded a 112 foot
distance when the stock car was upgraded to the Motorsports rear disc brake conversion set (approximately $600).
Handling/Ride Quality
The most common misconception about our car is that, being a race car, the ride is too harsh. We use the stock quad-shock
suspension from the Mustang but remove one coil from the variable rate coil spring in the rear to result in a surprisingly
comfortable ride. Performance modifications are not really required to deliver race track ready handling, since the weight
advantage is so significant.
For the guy who wants to be as fast as possible, normal improvements include everything from simply upgrading the factory
control arms to FFR tubular units (only $200), to our fully independent rear suspension upgrade package. Call one of our
engineers and ask about the actual differences in each set-up. Keep in mind, our guys drive and race FFR cars. Their advice is
based on actual experience, not a sales pitch.
Reliability and Maintenance
For those using stock Mustang running gear, the maintenance intervals for the car are similar to the Mustang 5.0. The
reliability of the running gear just happens to be a bit better, owing to the lighter weight and increased rigidity of the overall
chassis. A big advantage of using drivetrain parts from one car is reliability. The Mustang parts were specifically engineered to
work together and when you remove 1200lbs from the vehicle the duty cycle increases exponentially.
The running gear is bulletproof and all that you really need to keep an eye on is the British trim items. These vintage parts can
come loose every 2,000 miles or so. You‟ll learn to travel with a small tool kit for thing like the door latch cover, tail-light
lenses and windwings.
What Makes Factory Five Special?
Proven Product: From awards in the press and victories on the track to unpaid endorsements by the most respected and
knowledgeable folks in the industry, there is simply no other company that has received the awards and recognition that we
have.
Winning Team: Our customers and cars consistently win at local and national level events against cars costing many times
more. When you build and drive our cars you will be part of the most successful 427 racing team of all time, the Factory Five
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Team. As a customer you‟ll be joining hundreds of others as a FFROG member. As an owner you‟ll enjoy the fellowship and
fraternity of this great experience.
Return Record: We are one of the few companies that has a 100% refund policy on every kit sold. We have sold more than
1400 kits and have never had a single kit returned. Not one.
No Salesmen: We don‟t hire any sales people. All of the people you‟ll talk to are engineers, mechanics and professionals
dedicated to building superior cars. We want you to have the facts. What do you really get? What materials do we use and
why? Why do we make it that way? How will the car drive, how reliable will it be, and how will it hold-up after 50,000 miles?
We put hard work and facts behind everything we say. We sponsor builder‟s schools because we want you to have a chance to
build it before you have to commit. We encourage visits because we want you to see real cars and kits as well as how they are
made. We give unsolicited references of regular customers so that you can hear how someone else‟s experience went. We
know that when we focus on making sure our product is right for you, we don‟t have to worry about sales.
The Real McCoy: In a world of trailer queens, glossy photos of cars standing still and show cars that can‟t actually be driven,
we stand apart. Our cars were designed to be driven and used. Our company demo car is driven everywhere and it‟s not
unusual for our customers to drive their cars 10,000-15,000 miles a year!
We Are You: We‟re just like you. When we tell you about our product it is from experience behind the wheel, not behind
some desk. We risk our lives racing our cars and proving our designs. You can trust that the kit we ship to you has been proven
at speed by the very people who sold it to you. You‟ll find everyone in our company from the welders and engineers to the
front office staff has excellent knowledge of the product and is committed to personal and professional excellence.
Success Stories: In the kit car world of broken promises and less than ideal product we have hundreds of amazing and true
stories of our customers and their cars. Check out our web site customer gallery, talk to FFR customers yourself. You‟ll find
that we deliver on the promise of quality, engineering and value. You can keep up to date through our newsletters and web-site
stuff.
Awards and Recognition
Most companies will be happy to tell you how great they are. In the past we found many kit car companies advertised more
than they delivered. Our success has come from delivering more than we promise. Winning at national competitions against
cars costing 3-5 times more, or having guys like the legendary Dick Smith drive and praise our cars… those are the things that
matter most.
1997 Racing Victories
1997 Run and Gun Challenge, Top Dog Drag Race, Greg Lapoint
1997 Run and Gun Challenge, First Place Pro-B, Greg Lapoint
1998 Racing Victories
1998 Run and Gun, Top Dog Drag Race, Greg Lapoint
1998 Run and Gun, First Place Pro-B, Greg Lapoint
1998 Run and Gun, King of The Hill Winner, Mark Smith
1998 Run and Gun, First Place Street Class Roadrace C. Andersen
1998 Run and Gun, Second Place Street Class Roadrace, Tim Varley
1998 Run and Gun, Third Place Street Class Roadrace, Bill Randoll
1998 Run and Gun, Champion Bracket 1 Pro Class, Mark Smith
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1998 Northeast Challenge, First Place Pro, Mark Smith
1998 Northeast Challenge, Second Place Pro, Jesper Ingerslev
1998 Northeast Challenge, First Place Street Class, Gary Cheney
1999 Racing Victories
1999 Northeast Challenge, First Place Pro, Jesper Ingerslev
1999 Northeast Challenge, Second Place Pro, Mark Smith
1999 Northeast Challenge, First Place Street Class, Gary Cheney
1999 Northeast Challenge, Third Place Street Class, Jack Rosen
1999 Run and Gun, Second Place Pro Drag Race, Mark Smith
1999 Run and Gun, Third Place Street Class Drag Race, Steve Hollenbach
1999 Run and Gun, Third Place Pro, Drag Race, Greg Lapoint
1999 Run and Gun, Third Place Pro, Autocross, Mark Smith
There are two major national race events where the best replicas come each year to battle it out. The annual Run and Gun
competition is the industry‟s largest race event, held each year at Gateway International raceway near St. Louis. The annual
Northeast Replica Challenge is held at the famous New Hampshire International Raceway in Loudon NH. The NE Replica
Challenge is more than a race, as it features a road rally and concourse car show. In the last four years, FFR cars have won
more races and awards than any other company. These days we‟re still out there racing our team cars, but it‟s the customers
who have begun to steal the limelight. Here are some highlights from past shoot-out events.
FFR Customer Greg LaPoint
When the smoke finally cleared on ‟97 Run and Gun, one FFR customer, driving his own car had stomped every other snake
(big blocks included) with a blistering 10.8 second ¼ mile run. The car that won the Drag racing event was owned by customer
Greg LaPoint and was really nothing more than a fuel injected 5.0 motor with an S-trim Vortech supercharger bolted on.
Almost more impressive was that Greg‟s car was the first in the event history to pull the front tires up off the ground!
Greg returned to the Run and Gun event in 1998 to win his second consecutive Top Dog award. The 1998 Run and Gun shoot-
out saw 55 of the fastest 427‟s ever going for the title (with Greg in all of their crosshairs). Just like in 1997, Wheelie Man
Greg Lapoint dominated the dragraces with an all time fastest 10.380 ¼ mile pass at 136 mph! This year however, greg was
also a top ten contender in the roadrace section of the competition. Alongside Greg were FFR owners, engineers and customers
who also contributed. FFR cars won first place over-all in the Drag racing, first place in the brackets, and we were awarded the
“King of the Hill” title for 1998.
Greg reports that after he changes his tires, he drives his car to work on every warm and sunny Midwestern day.
“I’ll Flip you for it”
Also in 1998, at Run and Gun events unfolded that proved the unbelievable strength and rigidity of the Factory Five cars. Mark
and David Smith were sharing a ride in one of the company‟s 427 roadsters (in this case a carbon fiber bodied, 390 hp race car).
On the last morning of practice during the 1998 Run and Gun, Dave headed out for some fast laps. Rumor has it that when
trying to remember whose turn it was to drive, someone overheard Dave saying to Mark, “I‟ll flip you for it”.
Minutes later in turn two at Gateway International Raceway, FFR‟s Dave Smith crashed in a spectacular 70 mph off-track roll-
over. Dave walked away from the incident unharmed, but more amazingly, the team got the car into the pits and three hours
later had the car ready for racing. The damage was not so bad, a punctured radiator, bent control arm bracket, bent wheel,
badly cracked body shell, bruised ego, etc. Following tech inspection and driving past the open mouths of our competition, the
car was back on the track for timed laps.
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In the end, this crashed car ended up winning the 1998 Run and Gun “King of the Hill” Title, duct tape fluttering in the breeze.
In all, Factory Five cars won 6 of the 13 awards at that year‟s event, but none of the awards said as much about the toughness
and engineering competence of our car as the King of the Hill title.
Twin Turbos and The One Lap of America Champion
The 1999 NE Replica Challenge again attracted national caliber cars in a fun two-day event. The race was held in perfect
August weather at New Hampshire International Raceway and was hosted by the COM group. COM is a roadrace club that is
known for it‟s professionalism and safety record
The night before the roadracing began, there was a concourse event, a rally and dinner. Judging during the car show was held
to find out who had the most beautiful car. Factory Five customer John Bachuber won “Best of Show” in the concourse event
against a field of over 50 of the finest replicas east of the Mississippi. John‟s bright yellow FFR roadster was built for pure
street duty, however he decided to use a 351 Windsor motor rated at 385 bhp.
At the Track event, in what turned out to be a complete rout, Factory Five cars ended up winning almost every class. The real
excitement was in the Pro Class where FFR engineer Jesper Ingerslev and owner Mark Smith went toe to toe with the “One Lap
of America” Championship car from one of our respected competitors. Jesper ended up 2.2 seconds faster on the roadcourse
with a time of 1:15.1 and earned the first place trophy. Mark Smith drove hard to earn second place in the Pro-class with a 1:16
best lap and the former South African National Champion driving the Olthoff racing car was third at 1:17.3.
Best Buy 427 Kit, and Six New Kits
The last time Peterson Publishing awarded a Best Buy Cobra kit was in 1996. Back then we beat every other kit manufacturer
to earn this distinction. The author of the Best Buy article was Steve Temple. Steve subsequently left the publishing business
to assume the role as head of Marketing for Shelby American. Steve credited us with providing higher quality at a better price.
We did this by combining the quality materials and design with modern manufacturing technologies.
In July 2000 we were again singled out as one of the “Best Six New Kits”. We were picked this time for our new big block and
IRS variant of the famous single donor mustang based 427 roadster. We‟re proud of these two honors from Peterson
Publishing. We‟re most proud of our product, but it feels good to get recognition.
The 99 Second Club
“…Factory Five Racing is doing the job the way every kit car business should, with the emphasis on the customer, the
business and the product…”
Doug McCleary, Cobras Magazine
Steve Temple isn‟t the only Press guy sent to check us out. A while back we spent a day racing with Doug McCleary at a local
Cape Cod Sports Car Club event. Doug is the author of the definitive text on building your own hot rod entitled, “The Car
Builders Handbook”. Doug also writes for major magazines as a freelancer. In 1996 he evaluated our 5.0 powered factory test
mule on a 1.1 mile high speed autocross course. With only his second run of the day, he joined the CCSC‟s exclusive 99
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Second Club. Doug‟s comments can be found in a story that he wrote about our company in the December 1996 issue of
Cobras Magazine.
The point of testing all of our designs on the track and not just the street is that it ensures a bulletproof and reliable design. In
the much less demanding world of street evaluations the failure points are frequently not reached and so consequently, many
failure modes can go undetected. The best design is often born from the harshest conditions. You can rest assured that we
regularly subject our cars to more abuse than your car will see in ten lifetimes.
(at right: Remarkably, Doug uses only one thumb to steer).
Customer Profile
Customer Gordon Levy was running a bodyshop in 1996, doing restoration work on vintage sports cars in Fresno CA. After
more than 10 years doing bodywork and working on everything from old Mustangs to modern cars, he began to look for a
vintage racecar of his own. Gordon began a search for a kit that had the things he valued, performance, design and price. After
some serious research he decided on a Factory Five kit and eight weeks later a 1500 lb. box arrived by truck.
Photo above: Gordon‟s FFR alongside the legendary Dick Smith.
Photo right: Leading a GT-350 R Mustang through turn #3 at PIR.
When we asked Gordon why he chose Factory Five he said, “I wanted a kit with the quality of the best kits out there, and even
though cost was not the biggest consideration, I liked the fact that I could finish the car for under $20,000”.
The kit arrived the day after Thanksgiving 1996. On January 11 th, only six weeks later he was driving his newly built snake.
Gordon spent a total of 130 hours to build his kit and it cost him $15,300 for everything. The average customer spends about
150-200 hours and about $18,000.
Gordon is now building FFR cars and is part of an enthusiastic California crew of Factory Five owners. An article in Kit Car
Illustrated Magazine detailed his experiences. The story entitled “Thunder and Lightning” can be found in the Aug „97 issue of
KCI.
Web Site Resources
Check out our full customer photo and profile gallery on our web site. We‟ve posted photos of FFR customers along with their
cars and technical details, like cost to build, hours to complete, race times and show awards. Look for us at
www.factoryfive.com.
We‟ve made it a point to expand our web site to include upcoming events, industry notes, and expanded details on our cars.
You can check out our latest newsletters on-line as well as reading archived newsletters, articles and related information.
F.F.R.O.G.’s:
In addition to our regular newsletter and annual Factory Five Racing sponsored auto-cross, we support the Factory Five Racing
Owner‟s Group which organizes outings and events both regionally and nationwide. Currently there are numerous local level
clubs that are conducting FFROG events. You can call us to get the name and number of the FFROG organizer nearest you.
You can also log onto www.cobraforum.com and speak directly to thousands of enthusiasts.
The owner‟s group gives you a chance to meet, discuss build-up ideas, race and enjoy the product with other people like you.
The FFROGS also take advantage of our direct mailing list to let you know about upcoming events and the on-line discussion
group at cobraforum.com along with our website factoryfive.com, keeps everyone posted on news and events. With over a
thousand FFR customers and cars out there, the owners group is your best resource for things like helping you find parts, get
new ideas on building you car, meet with local clubs and participate in local events.
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Quotes from Experts in the Field
We‟ve listed quotes from some of the most knowledgable and influential people in the business. These are folks who know the
most about us and our competitors, people who have spent their lives working on, writing about or driving in these cars. We
value their testimony and are pleased that they like what we‟re doing.
“This car really works well in the turns. It has to be one personally impressed with their energy, their educated
of the best handling Cobras I’ve ever driven.” approach, and most important, their enthusiasm…”
Dick Smith Bill Moore
Six time SCCA & USRRC Champion. The most successful Editor of Argus‟ Kit Car Illustrated Magazine
427 race driver of all time.
“…The FFR kit is a sensible approach to building a
replica… it’s also a car that gives away very little in
terms of performance, handling and reliable
These two brothers have quite literally changed the kit transportation…”
car industry… First and foremost, they build a decent Jim Youngs
car- actually, they build a truly awesome car. In fact Editor of Petersen‟s
their design philosophy is completely foreign to what is Kit Car Magazine
standard practice in the kit car industry. The car is built
more like a GT racer than a kit car…”
Tim Suddard
Editor Grassroots Motorsports Magazine “…All too often in the past, some manufacturers charged
much more for trash, or parts that customers never
received. Well my friends, I am here to tell you that this
“…When it comes to “Bang for the Buck”, Factory Five company is different.”
Racing has the Molotov cocktail of Cobras…” Doug McCleary
Steve Temple Author, The Car Builder‟s Handbook
Former Editor of Petersen‟s Kit Car
Director of Marketing,
Shelby American
“This ain’t no Kit Car”
“This car has an amazingly rigid chassis which makes it Jim Smart
a lot of fun to toss into turns...” Editor, Petersen‟s Mustang and Fords Magazine
Tim Sharpe
Test Driver Daimler/Chrysler & Bondurant Instructor
“…Over the past two years I noticed a couple of …”The solid engineering allowed the car to run trouble
brothers, Mark and David Smith. In that short span of free at race pace all weekend… …the car ran a bit faster
time, they’ve made an enormous impact on our industry that the IMSA race Mustang Cobra R’s and outbraked
with their 5.0 Mustang based Cobra replica… I was almost everyone on the track…”
Thunder and Lightning
Kit Car Illustrated 08/97
Articles
The following articles have been published on our company and products. We would be happy to send you free re-prints of any
or all, of these articles. They are listed here by magazine and in chronological order, oldest to most recent. As our company
has changed and grown, some information in these articles may be out of date. Please keep in mind that they are offered so that
you can learn more about our company and the things we‟ve done over the years.
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“Horse Trader” Petersen’s Kit Car, November 1995
Written by then editor, Steve Temple, “Horse Trader” was the first magazine article about Factory Five Racing Inc. In the
article, Steve tests two of the first three prototype cars and tours the manufacturing shop that we used to start full scale
production in January 1995. Prototyping and development work was previously done in Framingham, Massachusetts dating
back to 1992.
Steve Temple spent two days in New England evaluating our cars. Full performance testing was held at the New Bedford
regional airport where the cars worked great in 90 degree July heat. Steve‟s words became prophetic. He stated “You guys are
going to take over the Cobra replica business.”
“Trophy Time” Petersen’s Kit Car, September 1996
In a follow-up story to Horse Trader, Steve Temple visited our new (at the time) manufacturing facility in Wareham. Steve
reviewed production cars and inspected kits being manufactured for customers. During his visit he was shown top secret carbon
fiber bodies (in production 2/97) as well as developmental work on our aluminum frame and upcoming Coupe (in production
6/2000).
Following this visit and Steve‟s comprehensive review of our kit and company, we were awarded Petersen‟s “Best Buy” Kit.
“The $9,900 Cobra Kit” Cobras Magazine December 1996
Before Bill Moore at Kit Car Illustrated Magazine decided to endorse our product, he sent his investigative field reporter to the
manufacturing facility to check things out. The article entitled “The $9,900 Cobra Kit” summarized Doug McCleary‟s
thorough examination of us and our cars.
Doug is a writer for McMullen-Argus‟ Kit Car Illustrated Magazine. He lives in Falmouth, MA on the southern shore of Cape
Cod. He is the author of “The Car Builder‟s Handbook”, a text considered to be one of the best guides to building your own
Hot Rod, replica or street rod.
“Road Trip” Petersen‟s Kit Car Magazine and Automobile Magazine, June 96 and March 97.
When California Dreamin‟ Tours went looking for a supercar to add to their fleet of vintage sports cars, they ended up with a
Factory Five. California Dreamin‟ Tours is a vintage car touring business. They chose one of our cars since their fleet is
subjected to grueling mileage every day at the hands of the general public. This story was featured in Automobile Magazine
(06/97) and Kit Car Magazine (03/97).
Today, two additional companies offer FFR rental cars. Check out our website for more details.
“Frame Up Series 1-4” Petersen’s Kit Car Magazine May-November 1997
In response to unprecedented interest in the Factory Five Racing kit, Petersen Publishing decided to build one of our cars and
document it‟s complete assembly process. The series of feature articles on how to build a Factory Five car detailed the
assembly steps and tips along the way. The articles culminated in a final road test and detailed cost summary that put the total
cost to build a show-quality street car at $18,029. This price included some performance options as well as items like the
original Smith‟s gauges and optional chrome roll bar and bumpers.
The four articles were run in consecutive issues of Petersen‟s Kit Car. The first article was found in the May 1997 issue entitled
“Frame-Up”. The final article “Wrap-Up”, was in the November 1997 issue.
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“Thunder and Lightning” Kit Car Illustrated Magazine August 1997
“Can a $15,300 Factory Five take on the world‟s fastest original 427 S/C? Yes! And it compares quite favorably”.
Thunder and Lightning is the story of Dick Smith and his legendary 427 S/C CSX#3035. It‟s also about how a bare bones
Factory Five car fares when matched up against the original 60‟s 427 S/C. For those of you who are unaware, Dick Smith is the
most successful 427 race car driver of all time. He regularly competes his red #198 in vintage race events in California.
Run and Gun Articles Kit Car Illustrated Magazine 1997, 98, 99
“…When the lights went green, Greg pulled off consistent three-foot wheel stands… and the second fastest for the whole drag racing part of the
program at 10.861 seconds…”
The 1997 Run and Gun championship was a record breaking event. Reading through the event coverage, it becomes obvious
that Factory Five Racing had made history. The article is almost as good as being there. In the end, 3 of the top 20 finishers in
the roadrace segment were FFR cars. In the drag race, 4 of the top 15 cars were FFR car, with one of ours ending up first.
1998 and 1999 were even better years for us. We‟ll be happy to send you a copy of each years story with full race results.
“Mission Possible” Kit Car Illustrated Magazine Dec 97
By 1997 Factory Five Racing had become the industry‟s leading manufacturer. Magazine editor Bill Moore asked FFR‟s
President David Smith to write an article that included an industry perspective. The five-page article is an examination of the
dynamics at work in the replica business and a summary of the tactics and technologies that have helped FFR become the
industry leader. Looking back it seems Dave was right on the mark about a lot of stuff he said about the replica business.
Of particular interest to our customers is the explanation of how the modern CNC revolution has forever changed the concept of
value in the smaller, manual labor intensive, cottage industries like replicas.
“Force Feeding Your Cobra” Kit Car Illustrated Magazine August 1998
This article is a step-by-step “How-To” that details the installation of a Kenne Bell brand supercharger in a 5.0 powered
Factory Five car. Supercharging has a strong following as the aftermarket is flooded with proven packages for the Mustang
powerplant and the benefits are twice as nice in a car that weighs a lot less than the stock 5.0.
“High Five” Mustang and Fords Magazine, August 1998
“…We like the Factory Five Cobra not only for the level of enjoyment a person can have with it strapped to his backside, but for the great
engineering and business feat it is…”
We met with Jim Smart, editor of SuperFord magazine, out at Willow Springs raceway in California. We brought two FFR
street cars and one race car for road testing. This article is about the day of track testing and the firsthand evaluations of the
magazine staff.
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“Ford MarketWatch” SuperFord Magazine, July 1998
“…Factory Five in Wareham, Massachussetts is killing everyone on the low end of the pricing. They offer a kit that when combined with a 1987-
1993 5.0L Mustang donor car has all the parts and pieces to build a Cobra replica. And we must say, this is no cheapie looki ng thing…”
The Ford Marketwatch page chronicles the developments of the Ford world for Ford fans everywhere. In the July issue, writer
Jerry Heasley describes how FFR has dominated the lower end of the replica market and made the upper end very nervous. It
also talks about how the future of replicas is very bright and touches on the delicate relationship between replicas and Shelby.
Northeast Replica Challenge Articles 1998-1999 Petersen’s Kit Car & Argus’ KCI, 1998-99
The Northeast replica Challenge has become the nations second major replica shoot-out. The event combines the excitement of
roadracing with the more laid back fun of a road rally and concourse car show. The three day event is hosted in the scenic New
Hampshire sea coast region. The articles in both kit magazines highlight the racing action, but include reviews of the off-track
fun as well.
“Finishing Touches” Kit Car Illustrated Magazine, October 2000
FFR customers Hans and Mary Van Noord are featured with their British racing Green FFR roadster in the October 2000 issue
of Argus Publishing‟s Kit Car Illustrated Magazine. The former Air Traffic controller shares with readers his reasons for
selecting a Factory Five car to build as well as detailing his extensive custom modifications to the standard package.
“The Spirit of Excess” Super Ford Magazine, February 1999
FFR customer Dan Hillman beat us to the twin-turbo punch with his awesome 500+ horsepower, twin turbocharged car. This
article chronicles the build of one of the most exotic FFR cars ever assembled. Super Ford Magazine interviewed and tested
Dan‟s car for the feature article which appeared in early 1999. Dan‟s car, and his work with the Incon Systems twin turbo set-
up started us down the path towards turbocharging our own Factory race cars.
“So. Cal. FFROGS One Day Build” Petersen’s Kit Car & Argus’ KCI, Aug and Sept 1999
What started out as a challenge to So. Cal. FFROG member Mike Senior became the material for two excellent articles. Mike
and many other members of the West Coast Factory Five Racing Owner‟s group decided that they could build an FFR car in a
day. Petersen‟s Kit Car ran a story on the event entitled “It Takes a Village” in their Sept 1999 issue. Argus Publishing‟s Kit
Car Illustrated also ran a feature story called “Instant Snake” in their August 1999 issue. These are great articles and are
actually helpful to the first-time builder.
“Factory Five Challenge Series” Grassroots Motorsports, March 2000
After test driving the FFR car, Grassroots Motorsports editor Tim Suddard was impressed at the car‟s toughness and
engineering. He lamented, “This would be such a great little Spec racer… affordable, safe, fun…” Well we were listening.
One year later the Factory Five Challenge Series became a reality. This article was the earliest news of the series which now
has competitions scheduled in four regions, Northeast (Lime Rock and Loudon), Mid-Atlantic (Virginia International
Raceway), Northwest (Laguna Seca and Thunderhill in California), Southwest (Phoenix Raceway and Willow Springs in So.
Cal.). The Midwest and Rocky Mountian regions are forming fall 2000.
Other Articles
You can call us for a full package of re-prints on all of these articles. We try to keep it current so you won‟t miss a word of
what‟s being written. Other publications have included the following articles, news and press releases…
“Toward 2000, Cobras Profile” Standard Times Aug 1995
“Factory Five‟s Flyweight” Petersen‟s Kit Car Sept 1996
“One Quick Pony” Kit Car Illustrated Dec 1996
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“Have Cobra, Will Travel” Wicked Wheels Aug 1997
“Factory Five = 181 MPH!” Mustang and Fords Oct 1998
“Snakin Across America” Kit Car Illustrated April 1999
“FFR-NASA Challenge Series” SpeedNews Feb 2000
“Cobras, Cop Cars and Winter in June” Wicked Wheels July 2000
“Six New Kits” Petersen‟s Kit Car Sept 2000
“Finishing Touches” Kit Car Illustrated Oct 2000
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Pricing, Orders & Visits
We think this is the most important step in building a component car. Our worksheet is complete because it‟s those hidden
costs that can stop you. We want you to drive this car, not just buy our kit. Let‟s find out how much it will cost you when it‟s
finally complete.
We have left this as a partial worksheet since the dollars for sales tax will vary from state to state, and some people might want
to buy certain options up front and others not at all.
Cost Worksheet
1. Complete Kit Price (427 kit is $10,990. Coupe is $19,990. Spec Racer is $12,490): $
1a. Kit options (sold from FFR ie. IRS, Leather interior etc.) $
1b. Sales Tax (If in Massachusetts add 5% of total line 1 and 1a): $
2. Donor Mustang (ie. 1990 Side Hit w/70K Mi. = $2500): $
2a. Non-kit parts include items like the following:
Running gear, engine, transmission, clutch, etc.(if not using a donor car) $
Wheels and Tires (if not using 5.0 wheels, mounted/balanced) $
Supplies, battery, fluids, filters, tools, rentals $
Machine work (Driveshaft shortened = $90.00, etc.): $
Optional aftermarket upgrades (rear gear set $200 + installation, etc) $
2b. Sales Tax for non-kit parts (according to your State‟s sales tax rate): $
3. Paint Work: ($300 Driveway Special, $600 Maaco, $3,000 Top Job): $
4. Shipping and Crating charges:
4a. Crating charge is $350.00 per kit if you are having you kit shipped (pick-ups are free). $
4b. Shipping charge. Never to exceed $1,500 within cont. U.S.. (If you don‟t like our carrier
rates, you can arrange your own. Pick up your kit at our plant for free. $
4c. Rental trailer or flatbed tow truck to pick up crate at shipping terminal. ($50) $
5. Vehicle Inspection/Registration/Titling and Insurance cost (we‟ve found that most insurance
companies base their rates on the valuation that you assign to the car). $
6. Cost of flowers and nice card for your wife or significant other when you have spent too much time
in the garage. We estimate that the average is three times per car build. $
7. Total cost to build and drive your car (you, of course, work for free). $
How to Order an Assembly Manual/Video
Call us at (508) 291-3443 and ask to order the 427 Assembly Manual. The manual costs $50 and comes with a free Factory
Five Racing Plant tour video and assembly video. If you buy a manual and later decide to buy a kit, you‟ll get a $50.00 credit
off the price of the kit. The manual comes with an assembly video for free or you can order the video separately for $35.00.
You can pay over the phone with a Visa or Mastercard, or you can send a check.
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How to Order a Kit
So you‟ve come to the point where you want to buy a kit. There are several questions that we‟ll have to go through with you.
We can do this in person or over the phone. The entire process of placing an order is quite simple, but there are several
important things to review, so we‟d rather not do this by fax or email.
1. We recommend ordering an assembly manual to learn the assembly.
2. To place your order, call up (508) 291-3443 and ask to order a kit.
3. It‟s a good idea to know what options, if any, you want. For example
what engine you‟ll be using, carbureted or EFI? etc.,
4. After we review your order and make sure that your information is accurate, we‟ll give you the expected delivery date and
the total amount due, not including shipping.
5. In order to schedule your kit, we need to have about 10% of the full amount as a deposit ($1000 for 427 kits, $2000 for
Coupe kits etc.)
6. As soon as your order is placed a “Congratulations Pack” will be sent to you. This pack includes your deposit receipt, an
invoice that indicates your ship date and balance due, some helpful documents about what to expect, and some fun stuff.
To Order a Completed Car
Call and ask for a builder near you. In the kit car industry, a completed car is usually referred to as a “Turn-Key”. Most kit car
companies sell about 50% kits and 50% “Turn-Keys”. While this isn‟t always exact, it is a good general guideline. At Factory
Five Racing, we believe in specializing. By focusing on the engineering and building of frames and kit components, we are able
to provide unmatched value. We do not sell finished cars. For those who either lack the time or skills to build their own race
car, we have a network of experienced builders.
Our builders are located in regions around the country. They specialize in building brand spanking new cars to order. If you
are interested in having a car built to your specifications you can call us and ask for a builder reference in your area. Completed
cars from builders usually cost between $28,000 and $30,000 depending on options and configurations. Builders are not
connected to Factory Five Racing, Inc, so keep things in mind like years in business, reputation, etc, when contracting to have
someone build your car.
Shipping and Crates
We ship your kit in one magnificent custom enclosed pallet. The dimensions are 14‟ long x 6‟6” wide x 3‟5” high. The crate
weighs 1550 lbs and is made of a base layer of 4” x 4” lumber, a floor of ¾” tongue-in-groove plywood. The sides are 2” x 4”
reinforced, 3/8” sheet plywood, and the top is ¾” tongue-in-groove plywood. Fork truck or pallet jack access is from front or
rear. All of your kit components are packaged securely inside. We charge $350 for a crating fee. The lumber alone costs us
over $250 and we feel your valuable kit deserves to be shipped in the toughest crate possible. You can use the lumber to make
a great body buck to hold the body while it‟s off the frame or for bodywork. This crate is one serious box, it is virtually
indestructible. We were recognized for the quality of our packaging (see “Before You Buy” Kit Car Magazine September
1996) by Petersen‟s Kit Car.
We ship with national freight carriers and we guarantee that shipping will never exceed $1,500. In 1998, an average cost from
Boston to Chicago is $500, and to California is $880. There are no hidden surprises waiting for you. If you want to pick up
your kit at our facility there is no charge. If you‟re picking up the kit at our facility you also save $350 on the crate charge.
It is our goal to get your kit to you undamaged and for as little expense as possible. Owing to the size and the weight of the
palletized and crated kit, we cannot deliver to your residence. Our shippers deliver kits to shipping terminals where you can
then pick up the crate and bring it home on either a flat-bed tow truck, trailer or a rental truck. The shipping terminal is better
equipped to unload and load your crate. Remember to figure the dimensions when selecting a trailer. Some people worry that
they will be stuck trying to unload the crate from their trailer or truck. We suggest the easiest way to get this done is to
disassemble the walls and top of the container while it is still on the truck. Our assembly manual describes the easiest
procedure for disassembling the crate and un-packing your kit. It‟s nice that everything is in one box.
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Terms and Conditions
We don‟t believe in fine print and legal statements. Sure, you have to be wary of people who don‟t look you in the eye and
shake your hand, but we will not let you down and we want you to love your kit as much as we do. If you want your money
back for any reason, we’ll give you a full refund. Now you can‟t call us a year later, but we‟ll give you ten days to make sure
everything is right. We‟ll expect you to send it back undamaged and in the original crate. The same holds true of deposits. In
the history of our company we‟ve never had a single kit returned.
Orders are taken on a first-come, first-served basis. In order to put you on our production schedule we need a deposit of 10%.
You can pay this deposit with Visa/Mastercard, personal check, or money order (we once had someone ask if they could fax a
check!). When we get your deposit we‟ll send you out a confirmation of the order right away. Your ship date will be clearly
indicated. When the kit is ready to go, you need to pay the balance. We request final payment 10 business days before the
actual ship date. Final payment of the balance needs to be made by Certified or Bank Cashiers check or electronic funds
transfer. All deposits are absolutely refundable.
Tours, Visits, Hours & Directions
If you‟re about to drop ten or twenty grand on a kit, it makes sense to spend a few hundred bucks to come out and visit the
Plant. We don‟t have any sales folks so you will meet with someone here who actually builds cars, palletizes kits, purchases
parts, or sweeps the floor.
Our company believes that you don‟t want any sales crap, so you‟ll get to see what you want to see and ask the questions you
want to ask. During your visit we won‟t show you a detailed show car that costs $50,000 but instead a real daily driver made
for about $15,000.
The only catch is that you really need to schedule a visit. Our policy is to schedule visits on Saturdays. This lets us get our
work done and ensures that you get the time and attention you deserve. For setting up a visit, call (508) 291-3443, or send us an
email.
We have a total of 12,000 sq. ft. of dedicated to research, development, and manufacturing space. The R&D area is bristling
with new materials, designs and applications. On any given day we have between four and seven Factory race cars and street
cars available for customer inspection.
We are in the heart of New England on the coast of Southern Massachusetts, in a very scenic vacation place. From near our
building, you can see Martha‟s Vineyard just across the blue waters of Buzzards Bay. If you‟re married, it will go easier with
the wife if you tell her that this is a romantic getaway weekend… with just a short stop at the scenic Wareham Industrial Park…
To make a trip of it, we‟ll help you plan your visit. We‟ll make reservations for you at a charming Bed and Breakfast, or a nice
hotel, get ferry tickets to the islands (Martha‟s Vineyard or Nantucket), or make arrangements for you to do any number of
things while visiting the area. Call and ask for a free visitors guide to the area.
Hours
We are here Monday through Friday from 9:00 am to 5:00 PM, Eastern Standard Time. We are also here on Saturdays when
most plant visits are held. If you‟re coming from out of town, it‟s a good idea to call ahead. You can either call us at (508)
291-3443 or email us at info@factoryfive.com. You can email us from our website at factoryfive.com.
Directions
Our headquarters is located in Wareham, Massachusetts, right by the coast, close to New Bedford, about 45 minutes northeast
of Newport, Rhode Island and about 40 minutes due east from Providence and the new T.F. Green airport.
From Boston Logan Airport
Take the Sumner Tunnel ($2.00 toll) and go rt. 93 south.
Follow 93 south as it becomes route 128, staying right (about 8 miles).
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Take 128 to rt. 24 south (exits from the left two lanes).
Take 24 south to rt. 495 south (exit 14) and follow towards Cape to 195 west (exit 1).
Take 195 west to the first exit (exit 21), Wareham exit route 28 north.
Turn right onto route 28.
Take next right into the Wareham industrial park (Kendrick road).
We are at 18 Kendrick road, 2nd to last building on left.
Total trip time is about 1 hour and 15 minutes.
From Providence, Rhode Island
Take 195 east to Cape Cod
About 15 miles past New Bedford, take route 28 north, exit 21.
At end of ramp, turn left (then go to step #7 above).
Meet the Team!
Since we opened our doors to the public in 1995 we have consistently done things better than our competition. Our entire
company is based on the principles of innovation, continuous improvement and working harder than the rest. These guiding
principles have helped us earn our leadership position in the industry and explain why so many people have so much loyalty to
a company and it‟s products. The biggest reason for our success is of course, our people.
Buying a product from any company is a decision that involves some level of trust. Trust and confidence in a company‟s
technological expertise, management philosophy and ethics becomes increasingly important as the complexity of the product
increases. For example, we require more competence from an aircraft manufacturer than from a golf ball company (although I
know some golfers who would disagree). Every component car kit has a high level of complexity. The team of professionals at
any company are the ones you‟ll be trusting to do things right. Our team is made up of people who race, build and drive these
cars. There‟s not a salesman in the bunch and we‟ve distinguished ourselves from the rest of the crowd by hiring technically
qualified professionals. Let us introduce you to the team at Factory Five Racing.
Mark Smith, Owner, R&D, Finance, New Product Development
Education: Bachelor of Science, Univ. of Michigan 1984, MBA Bentley, 1991
Career: Successful R&D Engineer and polymer Chemist with numerous U.S.
and international patents to his credit. Has restored everything from
1950‟s MG‟s and Jaguars to 1970‟s Muscle cars. FFR Founder.
Favorite Cars: Ferrari 365 GTB/4, 1966 GT350 R Code Mustang, 1967 Jaguar XKE.
Drives: 1995 Ford F-350, 1972 Ferrari 365 GTB4.
David Smith, Owner, Marketing and Technical Systems
Education: Bachelor of Science, University of Wisconsin-Madison, 1986
Career: Eight years experience in Medical Device and Pharmaceutical
manufacturing. Has held positions as Director of QA/QC, Director of
Operations. Expert in ISO-9000, GMP, Engineering Configuration
Management and Regulatory Affairs. American Society of QC, 1991.
Favorite Cars: Viper GTS, Ford GT-40, P-51 Mustang, Norton Manx.
Drives: 1995 Ford F150 Lightning, black.
Tara King, Customer Service and Administration
Education: Leeward Community College, Hawaii, 1991-92 incl.
Career: Tara has worked in the offset printing industry and has
a strong background in customer service and administration.
Tara is one of the office management team.
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Favorite Cars: 1956 Ford Thunderbird, 1967 Camaro SS Convertible, Cadillac STS.
Drives: 1999 Dodge Ram 3500 Cummings Truck
Kerri Kuehne, Customer Service and Administration
Education: New Bedford HS, 1989. US Army Military Police Unit, 1992
Career: Member of the U.S. Army Military Police with training and coursework
in anti-terrorism evasive driving and vehicle preventative maintenance.
Background also includes administration.
Favorite Cars: Mustang 5.0 convertible, Acura Legend coupe.
Drives: 1991 Geo Storm and Renault Medallion
Alicia Mello, Customer Service and Administration
Education: Wareham HS, 1996.
Career: Alicia has worked previous management experience and serves
as one of the office management team.
Favorite Cars: BMW M3, Jaguar XK* convertible, Ferrari GT-250.
Drives: 1998 Ford Explorer Sport.
Mike Krause, MIS, Web Site and Network Services
Education: B.A. University of Massachusetts, 1997
Career: Mike is an excellent computer design guy with
strong abilities in systems. Mike administers all FFR
website related work.
Favorite Cars: Mc Claren F1, Lamborghini Diabo, Ferrari F-40.
Drives: 1996 Chevrolet Camaro RS coupe.
Mark Weber, Customer Service, Administration, Marketing
Education: B.S. Materials and Metallurgical Engineering, Univ. of Mich., 1985
Career: Over 14 years experience in the automotive industry. Worked for 4
years as a reliability engineer at General Motors.
Advanced to Bosch Corp. to work in Technical Sales/Customer Service
in injection systems.
Favorite Cars: Ferrari 250 GT California, FFR Spec Racer
Drives: 1996 Saab Turbo Convertible, 1985 Formula Ford, Reynard Chassis
Jesper Ingerslev, R&D Engineer, FFR Coupe Team Leader
Education: B.S. Mechanical Engineering, Rennselaer Polytechnic Institute, 1996
Career: Has worked on all facets of 427 line production and engineering.
Managed the automotive shop at Rennselaer. Worked on Baja race car
team. In charge of all 427 line engineering at FFR. Member American
Society of Automotive Engineers. Eagle Scout.
Favorite Cars: Viper GTS, Twin Turbo FFR Roadster, Ferrari F-50, Quadraduece
Drives: 2000 FFR Coupe, 1997 Ford Contour (commuter car)
Jim Schenck, R&D Engineer, Spec Racer Team Leader
Education: B.S. Mechanical Engineering, Rennselaer Polytechnic Institute, 1996.
Career: Began his work with FFR as a customer. Owns an FFR supercharged car.
Has worked on Ohio based race team as pit crew. Has attended Bondurant
school of high performance driving. Currently in R&D engineering.
Member American Society of Automotive Engineers. Eagle Scout.
Favorite Cars: Ferrari Boxer, Ford GT-40, Ford RS200, Callaway Sledgehammer
Drives: 1992 Chevrolet Corvette, Porsche 944, FFR1199K Roadster
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Dave Riha, R&D Engineering Intern, Composite Molding Ops
Education: Pending B.S. Mechanical Engineering, University of Massachusetts
Career: Dave has worked on a variety of projects for Factory Five. He has taken
coursework in computer programming, statics, core engineering
curriculum, and is knowledgable with AutoCad.
Favorite Cars: Any off-road vehicle
Drives: 1990 Full size Chevy pick-up w/6” lift and 35” tires.
Tom Smith, Operations Manager, Manufacturing Systems
Education: B.S. University of Wisconsin, 1990
Career: Has worked as director of a 400 person managed care facility.
Recently joined the FFR team to head up plant operationsa
and manufacturing.
Favorite Cars: Hum Vee, DeTomasso Pantera
Drives: 1991 Ford Mustang 5.0, Black, perfect stock condition
Chris Fernandes, Welding and Fabrication Team Leader
Education: New Bedford Vocational H.S., 1984. Certified Welder, EMT and Diver.
Career: Chris‟ background includes working as an engineer on a commercial fishing
boat. He has built military tankers and troop transports. Chris brings his
precision, dedication and skill to the production team at Factory Five.
Favorite Cars: 1965 Corvette Stingray, Lamborghini Countach, FA-18 Hornet.
Drives: Chevy Blazer w/6” lift kit.
Paul Medeiros, Welding and Fabrication Team Leader.
Education: New Bedford Vocational H.S., 1991. Certified Welder.
Career: Paul is the most senior member of the welding group. He is proficient
in all types of welding including Arc, Mig, and Tig. Fabrication
experience includes manufacturing of gear box chain guards and cases.
Has performed all mechanical modifications to his own 1984 5.0 powered
Capri.
Favorite Cars: Shelby GT500 convertible, Cobra 427, AMG Hummer.
Drives: 1984 Capri 5.0 (modified 340 bhp).
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